Articulated two-wheeled vehicles

ABSTRACT

Articulated two-wheeled vehicles have front and rear frame sub-assemblies connected together by an articulated frame joint configured to enable directional and angled counter-action of front and rear wheels or skis.

RELATED APPLICATIONS

This application is a continuation of, and claims priority each of, U.S. patent application Ser. No. 14/650,835 (now U.S. Pat. No. 9,598,131), filed Jun. 9, 2015, and entitled “ARTICULATED TWO-WHEELED VEHICLES,” which is a U.S. National Stage Application filing under 35 U.S.C. § 371 of patent cooperation treaty (PCT) Patent Application No. PCT/US2013/076106, filed on Dec. 18, 2013, which claims priority to U.S. Provisional Application No. 61/738,626, filed Dec. 18, 2012. The entire disclosures of the PCT Application and the Provisional Application are hereby incorporated by reference herein in their respective entireties.

FIELD

The present disclosure and related inventions are in the general field of vehicles, particularly two-wheeled vehicles including bicycles.

BACKGROUND

Two-wheeled vehicles such as a bicycles and motorcycles are commonly constructed with a single unibody type frame which extends from or between a front wheel and a rear wheel, with a front component of the frame or fork to which the front wheel is attached being attached to the main body of the frame by a pivot to allow the front wheel to be turned about the pivot relative to the frame. The front fork pivot is defined by a cylindrical receiver located at a forward end of the frame and oriented at a forward angle, and a fork post which fits and rotates within the receiver.

The rear section of the frame is typically of a fixed configuration so that the rear wheel generally follows the track of the front wheel, as shown for example in FIG. 8B, FIG. 9B and FIG. 11. As well known in the mechanics and physics of two-wheeled vehicles, with the rear wheel permanently aligned with the frame turning requires leaning of the frame in the direction of the desired turn. At speed, the required directional leaning is induced by counter-steering the front wheel, which is a momentary turning of the front wheel in a direction opposite to the desired turn direction. Once the lean of the frame is initiated in this manner the front wheel is then pivoted back to center and further in the direction of the turn and defines the outer radius of the turn path, as shown in FIGS. 8B and 9B.

SUMMARY

The present invention provides a novel two-wheeled vehicle which has an articulated frame assembly which enables independent steering of a front wheel and a rear wheel by articulation of the frame by operation of an articulated frame joint located between front and rear frame sub-assemblies.

The disclosure and related inventions include articulated two-wheeled vehicles with front and rear frame sub-assemblies or sub-frames which are interconnected by an articulated frame joint which enables variable relative motion and displacement of the front and rear frame sub-assemblies for both straight path and turning motions. In accordance with the general principles and concepts of the disclosure and related inventions, the articulated frame joint is configured to allow the front frame sub-assembly to be angularly displaced relative to the rear frame sub-assembly through available degrees of roll angle as indicated and described, and to allow the front frame sub-assembly to be displaced laterally of the rear frame sub-assembly through available degrees of yaw angle as indicated and described. Accordingly any particular configuration of the front and rear frame sub-assemblies and the articulated frame joint which enable this interaction and relative displacements and motions are within the scope of this disclosure and the related inventions.

In accordance with the general concepts and principles of the disclosure and related inventions, there is provided a two-wheeled vehicle having an articulated frame assembly including a front frame sub-assembly; a rear frame sub-assembly; an articulated frame joint connecting the front and rear frame sub-assemblies, the articulated frame joint having a housing, a swing bracket pivotally mounted to the housing, and a front frame tie rod receiver extending from the swing bracket; a front frame tie rod extending from the articulated frame joint to the front frame sub-assembly.

These and other aspects and features of the inventive concepts disclosed herein are further disclosed and described in detail herein with reference to the accompanying drawing figures.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a perspective view of a representative embodiment of an articulated two-wheeled vehicle of the present disclosure;

FIG. 2 is an enlarged perspective view of an articulated frame joint of the articulated two-wheeled vehicle of FIG. 1;

FIG. 3 is an exploded assembly view of the articulated frame joint of FIG. 2;

FIG. 4 is a top view of an articulated two-wheeled vehicle of the present disclosure;

FIG. 5 is a side elevation schematic of an articulated two-wheeled vehicle of the present disclosure;

FIG. 6 is a top view schematic of an articulated two-wheeled vehicle of the present disclosure;

FIG. 7 is a front elevation schematic of an articulated two-wheeled vehicle of the present disclosure;

FIG. 8A is a schematic top view of an articulated two-wheeled vehicle of the present disclosure and indicated turning path;

FIG. 8B is a schematic top view of a prior art two-wheeled vehicle and indicated turning path;

FIG. 9A is a schematic top view of an articulated two-wheeled vehicle of the present disclosure and indicated turning path;

FIG. 9B is a schematic top view of a prior art two-wheeled vehicle and indicated turning path;

FIG. 10 is a schematic top view diagram of front and rear wheel positions of an articulated two-wheeled vehicle of the present disclosure indicating respective orientations of the front and rear wheels with the vehicle in a turning configuration;

FIG. 11 is a schematic top view diagram of front and rear wheel positions of a prior art two-wheeled vehicle indicating respective orientations of the front and rear wheels with the vehicle in a turning configuration;

FIGS. 12A-B are side elevations of alternate embodiments of an articulated two-wheeled vehicle of the present disclosure;

FIG. 13 is a perspective view of an articulated joint of a frame of an articulated two-wheeled vehicle of the present disclosure;

FIG. 14 is an exploded perspective assembly view of the articulated frame joint of FIG. 13;

FIG. 15 is a top view of the articulated frame joint of FIG. 13 in a centered position;

FIG. 16 is a side view of the articulated frame joint of FIG. 13;

FIG. 17 is an end view of the articulate frame joint of FIG. 13;

FIG. 18 is a top view of the articulated frame joint of FIG. 13 in a turned position;

FIG. 19 is a side view of an alternate embodiment of an articulated frame joint of the present disclosure;

FIG. 20 is an end view of an articulated frame joint of the present disclosure in a turned position;

FIG. 21 is a top view of an articulated frame joint of the present disclosure in a centered and locked position;

FIG. 22 is a top view of an articulated frame joint of the present disclosure in a centered and unlocked position;

FIG. 23 is a top view of an articulated frame joint of the present disclosure in a turned position;

FIG. 24 is a perspective view of an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure;

FIG. 25 is an enlarged perspective view of the articulated joint of a frame of FIG. 24;

FIG. 26 is an exploded perspective assembly view of the articulated frame joint of FIG. 24;

FIG. 27 is a top view of the articulated frame joint of FIG. 24;

FIG. 28 is a cross-sectional view of the articulated frame joint of FIG. 24 as indicated thereon;

FIG. 29 is a top view of the articulated frame joint of FIG. 24 in a turned position;

FIG. 30 is a cross-sectional view of the articulated frame joint of FIG. 29 as indicated thereon;

FIG. 31 is a profile view of an articulated two-wheeled vehicle of the disclosure and detail of a frame cross member;

FIG. 32 is a top view of the articulated two-wheeled vehicle of FIG. 31 in a turned configuration;

FIG. 33 is a side elevation schematic of an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure;

FIG. 34 is a top view schematic of the articulated two-wheeled vehicle of FIG. 33;

FIG. 35 is a top view schematic of the articulated two-wheeled vehicle of FIG. 33 in a turned configuration;

FIG. 36 is a schematic side view of an alternate embodiment of an articulated frame vehicle of the present disclosure;

FIG. 37 is a side elevation schematic of an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure;

FIG. 38 is a side elevation schematic of an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure;

FIG. 39 is a side elevation schematic of an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure;

FIG. 40 is a side elevation schematic of an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure;

FIG. 41 is a side elevation schematic of an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure, and

FIG. 42 is a side elevation schematic of an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure.

DETAILED DESCRIPTION

The disclosed representative and preferred embodiments of articulated vehicle frames, articulated frame joints and articulated two-wheeled vehicles enable motion and turning motion of front and rear wheels, as described with reference to FIGS. 8A, 9A, 10 and 11. As shown in FIG. 8A, the ability of the rear wheel RW to turn out of alignment with a frame F, and more particularly to turn in a direction opposite to a turn orientation of the front wheel FW, defines a single arced turn path as indicated, as compared to the dual arc turn path of a conventional two-wheeled vehicle of the prior art as shown in FIG. 8B. Also of note is the difference in turn initiation wherein the front wheel FW of an articulated frame vehicle of the present disclosure as shown in FIG. 8A does not have to be counter-steered in a direction opposite to the turn direction, or radially outside of the single turn arc, as shown in FIG. 8B. FIGS. 9A and 9B similarly show in comparison the relative locations and paths of the center of gravity and acting centripetal forces on the articulated vehicle of the present disclosure (FIG. 9A) and a conventional rigid frame vehicle of the prior art (FIG. 9B); and in FIGS. 10 and 11 the relative angular orientations of the wheels to a centerline of the frame. The centripetal forces tend to be more even at each wheel of the articulated vehicle as opposed to a conventional vehicle where more centripetal force and friction is a result at the front wheel during a turn. The schematics of FIGS. 8 and 9 also reveal the shorter distance traveled with the articulated vehicle to create the proper tire patch offset to induce the lean necessary for turning.

FIGS. 5-7 schematically illustrate an exemplary embodiment of an articulated two-wheeled vehicle of the present disclosure, indicated generally at 100, the center of gravity CG location, roll angle, and yaw angle (FIG. 6). An articulated frame joint is indicated generally at 110. A turn pivot axis TPA and a roll pivot axis RPA, as indicated throughout the disclosure, are spatially related to the location of the articulated frame joint 110 of the vehicle 100, as indicated. The turn pivot axis TPA rotation defines the yaw angle of the rear frame sub-assembly. The roll pivot axis RPA rotation defines the roll angle of the front frame sub-assembly. The amount of turn pivot axis TPA rotation is determined by the amount of roll pivot axis RPA rotation. The amount of relative rotation is dictated by the particular geometry of the frame F and the degrees and ranges of motion of the components of the articulated frame joint 110. Also indicated on FIGS. 5-7 are exemplary angular orientations of certain members of the vehicle frame F and the force vectors to the ground, as further described. As noted, the articulated frame joint is configured to allow the front frame sub-assembly to be angularly displaced relative to the rear frame sub-assembly through available degrees of roll angle about a roll pivot axis, indicated RPA as indicated and described, and to allow the front frame sub-assembly to be displaced laterally of the rear frame sub-assembly through available degrees of yaw angle or turn pivot axis TPA as indicated and described.

FIGS. 12A-17 depict a representative embodiment of an articulated two-wheeled vehicle of the present disclosure, indicated generally at 100, having a front wheel the location of which is indicated schematically at FW, a rear wheel the location of which is indicated schematically at RW, an articulated frame indicated generally at 110, an articulated frame joint indicated generally at 200. The articulated frame 110 includes the following frame components or members, which together in the described arrangements make up a front frame sub-assembly and a rear frame sub-assembly. The rear frame sub-assembly includes an upright member 112 which extends generally from a sprocket bearing housing 114 to a seat post receiver end 116, first and second rear wheel arms 120 and 122. The front frame sub-assembly includes a fork F (comprising two parallel), a fork yoke FY, and forward members 140 and 142A which extend from cross bar 130 and/or fork receiver 132 generally downward and proximate to the location of the sprocket SP. As shown in FIG. 12B, a single unitary member 142B may be substituted for the two forward members 140, 142A depicted in FIG. 12A. The cross bar 130 extends from the upright member 112 to a fork receiver 132. A front frame tie rod 150 extends from the forward members 140, 142A as shown. As illustrated in FIGS. 31 and 32, the main cross bar 130 may include multiple connected sub-members, 1301, 1302, 1303 commonly connected by an internally run elastic member 131 to enable multiple displacement configurations. Alternatively, the main cross bar 130 can be constructed of any suitable material in any number of components to provide structural strength to the frame and the required flexibility for the various modes of operation.

A front wheel fork F includes two parallel members, as further described which extend from a fork yoke FY. A fork post which extends from the fork yoke FY is inserted into the fork post receiver 132 of the frame 110 and is journalled to rotate within the fork post receiver 132. In this particular embodiment, the articulated frame joint 200 is located proximate to the sprocket SP, and proximate to the lower end of the upright member 112 and the lower ends of the forward members 140, 142A.

A front wheel fork F includes two parallel members, as further described which extend from a fork yoke FY. A fork post which extends from the fork yoke FY is inserted into the fork post receiver 132 of the frame 110 and is journalled to rotate within the fork post receiver 132. In this particular embodiment, the articulated frame joint 200 is located proximate to the sprocket SP, and proximate to the lower end of the upright member 112 and the lower ends of the forward members 140, 142.

The components of the articulated frame joint 200 are now described with additional reference to FIGS. 13 and 14. A housing 202 extends generally forward of the upright member 112 proximate to the sprocket SP and sprocket bearing housing 114, preferably by rigid connection such as by welds. The housing 202 preferably has an upper arm 2021 and a lower arm 2022 which are spaced apart in order to receive generally vertically mounted components as further described. The housing 202 also preferably includes side arms 2023 and 2024 which extend between the upper and lower arms 2021, 2022 and disposed laterally of the generally planar upper and lower arms 2021, 2022, and generally configured to receive a horizontally mounted component therebetween as further described. Although, the housing 202 of this particular embodiment is in the general form of a box frame, other configurations of the housing 202 which support the cooperating components are possible and within the scope of the present disclosure.

As further shown in FIGS. 13 and 14, the articulated frame joint 200 includes a swing bracket 2001 pivotally mounted to the housing 202 by upper and lower pins 2002. A bushing 2003 extends from a forward region of the swing bracket 2003 and is journalled to receive the front frame tie rod 150 for rotation therein. A distal end 151 of the front frame tie rod 150 is attached to a cam block 2004 which is mounted within the swing bracket 2003 by king pin 2010 connection to a relief pivot carriage 2006 which is pivotally connected to the side arms 2023, 2024 of the housing 202 by pins 2007. A spacer block 2005 and/or thrust bearing 2008 can be provided between the cam block 2004 and the relief pivot carriage 2006. As shown in FIG. 36, the same or similar frame and articulated frame joint as just described can be embodied in a non-wheeled vehicle such as a slide or ski vehicle wherein skis SK are attached to the frame 110 in place of wheels and turning and maneuvering is accomplished through the mechanism as described.

As further illustrated in FIGS. 15-20, a centering pin 2015 can be provided for example in the upper arm 2021 of the housing 202, to releasably engage with a detent 20011 formed in an edge of the swing bracket 2001, shown in an engaged and centered position in FIG. 15, and in a turned position in FIGS. 18-20. As shown in FIGS. 18-20, when the centering pin 2015 translates out of the detent 20011 it causes a rotation at the lift pivot axis LPA raising that point in relation to the wheel contact patches of the riding surface. This prevents unintended rotation of the pivots while pedaling and in particular standing and pedaling. As further illustrated in FIGS. 21-23, elongated receiver holes 20012 for the upper and lower pins 2002 allow for forward shifting of the swing bracket 2001 for disengagement with the centering pin 2015 (FIG. 22) and rotation to a turned position (FIG. 23). As illustrated a trailing edge of the swing bracket 2001 may be formed generally arcuate and provide a bearing surface against centering pin 2015.

In FIG. 16 the angle of the kingpin 2010 will determine how much turn pivot axis TPA rotation will result with rotation of the roll pivot axis RPA. That angle can be defined by the angle of the through hole on the cam block 2004 and the thrust bearing 2008 mating surface 20041. A more vertical kingpin 2010 axis angle would cause a larger turn pivot axis TPA rotation in relation to the roll pivot axis RPA rotation.

FIGS. 24-30 illustrate an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure, indicated generally at 300 in FIG. 24. This embodiment has frame components for supporting a front wheel the location of which is indicated schematically at FW, a rear wheel the location of which is indicated schematically at RW, an articulated frame indicated generally at 310, an articulated frame joint indicated generally at 400. The articulated frame 310 includes the following frame components or members, an upright member 312 which extends generally from a sprocket bearing housing 314 to a seat post receiver end 316, first and second rear wheel arms 320 and 322 (for example in symmetrical pairs on opposing sides of the rear wheel RW), and forward members 340 and 342 which extend from the articulated frame joint 400 to a fork post receiver 332. Handlebars 335 are also received in receiver 332 opposite the fork post FP by insertion of handlebar post 3351 into receiver 332. In accordance with the general configuration of the various embodiments of the disclosure, the fork post FP and handlebar post 3351 are fixedly received and non-rotationally received in receiver 332. A single unitary member may be substituted for the two forward members 340, 342 depicted. A front frame tie rod 350 extends from a collar 343 at the lower distal ends of the forward members 340, 342 and extends into the articulated frame joint 400.

A front wheel fork F includes two parallel members, as further described which extend from a fork yoke FY. A fork post which extends from the fork yoke FY is inserted into the fork post receiver 332 of the frame 310 and is journalled to rotate within the fork post receiver 332. In this particular embodiment, the articulated frame joint 400 is located proximate to the sprocket SP, and proximate to the lower end of the upright member 312 and the lower ends of the forward members 340, 342.

The articulated frame joint 400 includes a housing 402 defined by an upper member 4021 and a lower member 4022 each of which extend forward of the upright frame member 312, and side members 4023 and 4024 which extend generally vertically between the upper and lower members 4022, 4023. A swing bracket 4001 is mounted for pivotal rotation within the housing 402 about pin 4010 (also referred to as “kingpin”). The front frame tie rod 350 extends forward from the swing bracket 4001, preferably angularly downward as illustrated. A set of beveled gear teeth 345 extend from an underside of the front frame collar 343 and are engaged with a mating set of beveled gear teeth 4025 which extend forward of the lower housing member 4022 (and can optionally be formed integral therewith). The mating surfaces of the gear teeth 343 and 4025 perform load-bearing rotational stability and control for pivoting motion of the swing bracket 4001 relative to housing 402. The beveled angles of the gear teeth 345, 4025 are preferably machined to match the angle of the front frame tie rod 350 relative to the forward facing surface 40011 of the swing bracket. A centering pin 4011 is mounted in the housing upper member 4021 to be received in a detent of an upper arm 40012 of the swing bracket 4001 as illustrated. Elongation of the kingpin-receiving holes in upper member 4021 and lower member 4022 of the housing 402 allows linear translation of the swing bracket 4001 relative to the housing 402 for engagement or disengagement with centering pin 4011 and corresponding movement of the front frame sub-assembly. Also, there is adequate clearance within the housing 402 for lateral displacement of the swing bracket 4001 therein, such as lateral tilt in combination with the rotation about pin 4010.

FIGS. 1-4 illustrate an alternate embodiment of the articulated two-wheeled vehicle 300 of FIGS. 24-30, wherein the swing bracket 4001 is supported solely by upper and lower members 4031 and 4032 which extend forward of the upright frame member 312. The swing bracket is pivot mounted about the axis indicated at distal ends of the upper and lower members 4031, 4032. The lower beveled gear 4025 can be formed integrally with the lower member 4032 or separately attached thereto, or be made to extend from the sprocket bearing housing 114.

FIGS. 33-35 illustrate an alternate embodiment of an articulated two-wheeled vehicle of the present disclosure, which may be a motorized vehicle having a frame indicated schematically at 501 with attached front wheel FW and rear wheel RW, and a motor (not shown) for rotationally driving the rear wheel RW. An articulated frame joint 510 is located generally at the same height as the axes of the wheels FW, RW and can be forward of the center of the wheelbase. Similar to the previously described embodiments, a front frame tie rod 550 extends forward from the articulated frame joint 510 for connection to a front frame member and fork F. As previously described, the articulation of frame joint 510 and in particular the pivotal mounting of front frame tie rod 550 in the joint housing enable turning of the fork F. As illustrated in FIG. 35, a rear wheel steering linkage, indicated generally at 560, includes link arms 561, 562 and 563 from the frame joint 510 to a hub 565 of the rear wheel RW. Link arm 561 is connected to a common pivot with the front frame tie rod 550 within the frame joint 510 and through link arms 562 and 563 turns the rear wheel hub 565 about a vertical pivot mount 566 to turn the rear wheel RW in a direction opposite to a turn of the front wheel FW.

FIGS. 37-42 schematically illustrate various alternate embodiments and frame configurations of the articulated two-wheeled vehicles of the present disclosure, indicated generally at 100, having center of gravity CG locations as indicated, and operational roll angles and yaw angles as indicated. As indicated in each of these FIGS. 37-42, the position of the articulated frame joint 110 is dictated by the configuration of the connecting members of the frame F. The turn pivot axis TPA and roll pivot axis RPA for each embodiment are spatially related to the location of the articulated frame joint 110 of the vehicle 100, as indicated. The turn pivot axis TPA rotation defines the yaw angle of the rear frame sub-assembly aft of the articulated frame joint 110. The roll pivot axis RPA rotation defines the roll angle of the front frame sub-assembly forward of the articulated frame joint 110. The degree of turn pivot axis TPA rotation is determined by the degree of roll pivot axis RPA rotation. The amount of relative rotation is dictated by the particularly geometry of the frame F and the degrees and ranges of motion of the components of the articulated frame joint 110. Also indicated in FIGS. 37-42 are exemplary angular orientations of connecting members of the vehicle frame F and the force vectors to the ground, i.e. through the wheels FW, RW. As illustrated, it is possible in accordance with the disclosure to direct and/or align the roll pivot axis RPA and/or turn pivot axis TPA with any particular member of members of the frame F and/or the diameters or tangential contact areas of the front or rear wheels FW, RW.

The disclosure and related inventions thus include articulated two-wheeled vehicles with front and rear frame sub-assemblies or sub-frames which are interconnected by an articulated frame joint which enables variable relative motion and displacement of the front and rear frame sub-assemblies for both straight path and turning motions. In accordance with the general principles and concepts of the disclosure and related inventions, the articulated frame joint is configured to allow the front frame sub-assembly to be angularly displaced relative to the rear frame sub-assembly through available degrees of roll angle as indicated and described, and to allow the front frame sub-assembly to be displaced laterally of the rear frame sub-assembly through available degrees of yaw angle as indicated and described. Accordingly any particular configuration of the front and rear frame sub-assemblies and the articulated frame joint which enable this interaction and relative displacements and motions are within the scope of this disclosure and the related inventions. 

What is claimed is:
 1. A vehicle, comprising: an articulated frame attachable to a frame of the vehicle, the frame comprising: a front frame sub-assembly comprising a front wheel of the vehicle; a rear frame sub-assembly comprising a rear wheel of the vehicle; and an articulated frame joint connecting the front and rear frame sub-assemblies, the articulated frame joint comprising a housing, a swing bracket pivotally mounted to the housing, and a front frame tie rod extending from the articulated frame joint to the front frame sub-assembly, wherein the articulated frame, when coupled to the frame, enables first control of a rear wheel turning of the rear wheel to be independent of second control of a front wheel turning of the front wheel, and wherein the articulated frame enables variable relative motion and corresponding displacement of the front frame sub-assembly and the rear frame sub-assembly.
 2. The vehicle of claim 1, wherein the vehicle is a two-wheeled vehicle comprising the front wheel and the rear wheel, and the vehicle further comprises: a handlebar enabling the first control of the rear wheel turning and the second control of the front wheel turning.
 3. The vehicle of claim 1, wherein the articulated frame is coupled between the front frame sub-assembly and the rear frame sub-assembly, and facilitates the first control of the rear wheel to be independent of the second control of the front wheel.
 4. The vehicle of claim 1, wherein the articulated frame enables the variable relative motion and the corresponding displacement of the front frame sub-assembly and the rear frame sub-assembly for straight path motions of the vehicle.
 5. The vehicle of claim 1, wherein the articulated frame enables the variable relative motion and the corresponding displacement of the front frame sub-assembly and the rear frame sub-assembly for turning motions of the vehicle.
 6. The vehicle of claim 1, wherein the articulated frame joint enables the front frame sub-assembly to be angularly displaced relative to the rear frame sub-assembly through available degrees of roll angle of a roll movement of the vehicle.
 7. The vehicle of claim 1, wherein the articulated frame joint enables the front frame sub-assembly to be displaced laterally of the rear frame sub-assembly through available degrees of yaw angle of a yaw movement of the vehicle.
 8. The vehicle of claim 1, wherein the rear frame sub-assembly comprises an upright member that extends from a sprocket bearing housing to a seat post receiver end, and first and second rear wheel arms.
 9. The vehicle of claim 1, wherein the front frame sub-assembly comprises a fork, a fork yoke, and forward members that extend from a cross bar or fork receiver downward and proximate to a location of a sprocket of the vehicle.
 10. The vehicle of claim 1, wherein the front frame sub-assembly comprises a fork, a fork yoke FY, and a single unitary member that extends from a cross bar or fork receiver downward and proximate to a location of a sprocket of the vehicle.
 11. The vehicle of claim 1, further comprising a cross bar that includes multiple connected sub-members connected by an internally run elastic member to enable multiple displacement configurations.
 12. A vehicle, comprising: an articulated frame moveably coupled to a frame of the vehicle, the frame comprising: a first frame sub-assembly moveably coupled to a first wheel of the vehicle, wherein the first frame sub-assembly comprises a fork, a fork yoke, and forward members that extend from a cross bar or fork receiver downward and proximate to a location of a sprocket of the vehicle; a second frame sub-assembly moveably coupled to a second wheel of the vehicle; and an articulated frame joint moveably coupled to the first frame sub-assembly and the second frame sub-assembly, wherein the articulated frame joint, when coupled to the first frame sub-assembly and the second frame sub-assembly, enables a first control of a first turning of the first wheel to be independent of a second control of a second turning of the second wheel, and wherein the articulated frame enables variable relative motion and corresponding displacement of the first frame sub-assembly and the second frame sub-assembly.
 13. The vehicle of claim 12, wherein the vehicle is a two-wheeled vehicle comprising the first wheel and the second wheel, and the vehicle further comprises: a handlebar enabling the first control of the first turning and the second control of the second turning.
 14. The vehicle of claim 12, wherein the frame further comprises: a third frame sub-assembly moveably coupled to a third wheel of the vehicle, and wherein the articulated frame joint, when coupled to the first frame sub-assembly, the second frame sub-assembly, and the third frame sub-assembly, enables the first control to be independent of the second control, and further enables a third control of a third turning of the third wheel to be independent of the first control.
 15. The vehicle of claim 14, wherein the third frame sub-assembly further enables the third control to be independent of the second control.
 16. The vehicle of claim 12, wherein the frame further comprises: a third frame sub-assembly moveably coupled to a third wheel of the vehicle, and a fourth frame sub-assembly moveably coupled to a fourth wheel of the vehicle, wherein the articulated frame joint, when coupled to the first frame sub-assembly, the second frame sub-assembly, the third frame sub-assembly, and the fourth frame sub-assembly, enables the first control to be independent of the second control, and further enables a third control of a third turning of the third wheel to be independent of a fourth control of a fourth turning of the fourth wheel.
 17. A frame of a vehicle, comprising: a first frame sub-assembly attachable to a first wheel of the vehicle, wherein the first frame sub-assembly comprises a fork, a fork yoke FY, and a single unitary member that extends from a cross bar or a fork receiver downward and proximate to a location of a sprocket of the vehicle; a second frame sub-assembly attachable to a second wheel of the vehicle; and an articulated frame joint attached to the first frame sub-assembly and the second frame sub-assembly, wherein the articulated frame joint, when coupled to the first frame sub-assembly and the second frame sub-assembly, enables a first control of a first turning of the first wheel to be independent of a second control of a second turning of the second wheel, and wherein the articulated frame joint enables variable relative motion and corresponding displacement of the first frame sub-assembly and the second frame sub-assembly.
 18. The frame of claim 17, wherein the articulated frame joint comprises a housing, and a swing bracket pivotally mounted to the housing.
 19. The frame of claim 17, wherein the vehicle is a two-wheeled vehicle comprising the first wheel and the second wheel, and the frame is attachable to a handlebar facilitating the first control of the first turning and the second control of the second turning via the articulated frame joint.
 20. The vehicle of claim 12, wherein the articulated frame joint comprises a housing, and a swing bracket pivotally mounted to the housing.
 21. The vehicle of claim 12, wherein the articulated frame joint comprises a frame tie rod extending from the articulated frame joint to the first frame sub-assembly. 